Electropneumatic brake.



No. 761,360. I PATENTED MAY 31, 1904.

Y J. W. CLOUD.

. BLBGTROPNEUMATIG ,BRAKE.

APPLICATION FILED SEPT. 30. 1901. NO MODEL.

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N0. 761,360. PATENTED MAY 31, 1904.

J. W. CLOUD.

ELECTROPNEUMATIG BRAKE.

APPLIGATION FILED SEPT. 30, 1901.

no MODEL. a SHEETS-SHEET 2.

THE nokn'ls PEYERS mqyucroumm WASHINGTOM n. c.

w z 55 M No. 761,360. PATENTED MAY 31, 1904. J. W..GLOUD.

. ELEUTROPNEUMATIG BRAKE.

APPLIOATION FILED SEPIT. so. 1901.

N0 MODEL.

PATENTED MAY 31, 1904.

APPLICATION FILED SEPT. 30. 1901.

5 SHEETS-SHEET 4.

N0 MODEL.

NIP V J MI Q l- Wm khl JM a 1 I i 1 No. 761,360. PATENTED MAY 81,1904.

J. W. GLOUD.-

ELEGTROPNEUMATIG BRAKE.

APPLIOATION FILED SEPT. 30. 1901.

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$66; V Inf/emf THE NORRIS PETERS co. uoroumcq WASHINGTON. o. c.

Patented May 31, 1904.

JOHN WILLS CLOUD, OF LONDON, ENGLAND, ASSIGNOR TO THE WEST- INGHOUSE AIRBRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA,

A CORPORATION OF PENNSYLVANIA.

ELECTROPNEUMATIC BRAKE.

SPECIFICATION forming part of Letters Patent No. 761,360, dated May 31,1904.

Application'filed September 30, 1901- Serial No. 77,101. (No model.)

To all whmn it HQ/(by concern:

Be it known that 1, JOHN WILLS CLOUD, a

citizen of the United States of America, and a resident of London,England, have invented certain new and useful Improvements inElectropneumatic Brakes, of which the following, taken in connectionwith the accompanying drawings, is a specification.

This invention has reference to a pneumatic brake system employing afluid-pressure train pipe, an auxiliary reservoir, and a brake-cylinder,and to the addition thereto of mechanism embodying certain improvements,whereby it is possible, without interfering with the entire andpractical operation of the said pneumatic brake system, taken alone, to,at the same time, secure an electric operation of said brake system,which will be complete and efficient in its working, and capable notonly of full application and release, but alsoof what is known asgraduated application, and graduated release.

Another object of my invention is the provision of an apparatus of thetype specified, which, while capable of complete operation by electricalmeans, will at the same time be in every respect interchangeable withthe fluid-pressure brake mechanism now .in common use.

Another object of my invention is the provision of a brake apparatusemploying two valves constructed tobe actuated by a single electriccircuit, and so arranged that in procuring an application of the brakeselectrically, it will not be necessary to deplete the pressure of thewhole train pipe, but only of a small chamber normally connectedtherewith which is immediately adjacent to the electrically operatedvalve piston of each car.

Another object of my invention is the provision of apneumatically-controlled distributing valve, which besides itspneumaticallycontrolled piston shall have an electricallycontrolledpiston, and a slide valve arranged to be operated by either of saidpistons, and so constructed that it may be used either as a pneumaticbrake or an electric brake, at the will of the engineer, and whether oneor the other force be used will be capable of all the operationsrecognized as essential to a successful and practically operative brake.

Another ob ect of my invention is the provision of a brake mechanismhaving a pneumatically operative distributing valve to which is addedelectrically operated mechanism so constructed that in making anapplication of the brakes electrically the cylinder exhaust valve ofsaid pneumatically operative distributing valve shall be closed throughthe actionof the electric mechanism, and yet will be left in conditionsuch that it may be again opened by operation of the pneumatic devicesalone, in case such action be desirable, as it might, for example, inthe event of afailure of the brakes on any car to release electrically.

Still another object of my invention is the provision of afluid-pressure brake mechanism, capable of electric actuation, andprovided with novel means whereby the reservoir may be charged withpressure, while the brake is applied, thereby preventing depletion ofthe effective power, through long continued application, such as isnecessary in descending heavy mountain grades.

The above, as well as such other Ob ects as may hereinafter appear, Iattain by means of aconstruction which I have illustrated in preferredform in the accompanying drawings, in which Figure 1 is a general viewshowing a brake system embodying my invention;

Figure 2 is a sectional view taken on the line 2 of Figure 3, showingthe interior construction of the main distributing valve which I employ;

Figure 6 is a vertical section through the.

operating magnet which controls the application of the brakeelectrically; Figure 7 is a sectional view through the release magnet;V, Figure 8 is a sectional view showing a por- Figure 3 is a sectionalview taken on the tion of the device taken on the line 8 of F igure 2;

Figure 9 is a sectional view of a modified form of my main distributingvalve, adapted for use in conjunction with a two-pipe system;

Figure 10 is a partial sectional view taken on the line 10 of Figure 9;and

Figure 11 is a general view showing the arrangement of the parts inconnection with a two-pipe system.

Referring now more particularly to Figure 1, it will be seen that incarrying out my invention, I provide first a main air or train pipe 12,an auxiliary reservoir 13, and a brake-cylinder 14, all adapted to belocated under a car of a train in the usual manner, and having the portsand passages there-between controlled by certain apparatus, comprising amain distributing valve 15, an actuating or application magnet device16, and a release magnet device 17, the said magnet devices being incircuit respectively with wires 18 and 19, which have a common returnwire 20, which may be, if desired, the rails of the track.

, Upon the locomotive, or at some other convenient place, there isprovided, as a source of electricity, some generator, as the battery 21,and an operating switch lever 22, constructed to control the circuit insuch a way that the current may be passed through the wire 19, as it isin the position shown, and back through the return wire 20, or throughthe wire 18, which has the switch contact 23, or may be cut off fromboth wires by the .placing of the handle or lever 22 over the neutralposition 24. All of the several magnets throughout the train arearranged in circuit, like those shown, and are adapted preferably foractuation on open circuit. That is, the circuit is intended to be closedonly when it is desired to bring the magnet devices into operation inthe performance of some function of the brake.

Referring now more particularly to Figures 2, 3 and 4, which show thedetails of what 1 have called the main distributing valve 15, it will beseen that within a casing 25 there is arranged a slide valve 26,operating to control ports in the bushing thereof, leading to a brakecylinder through the opening 27 and to an exhaust pipe or passagethrough the opening 28. Communication from the interior of the valvechamber to the auxiliary reservoir 13 is afforded through the opening29, and the train pipe inlet enters the valve casing in the firstinstance through the open ing 30, and passing thence around against thepiston 31 pushes the same to the position shown in Figure 2, which opensa by-passage 32, that leads to the application magnet device 16, throughthe pipe 33. Leading from the magnet device there is another pipe 34,through which the air flows back to the easing 25, and bears against thepiston 35 (see vice to the train pipe when the brake is in operation.

At the right of the piston 31, as shown in Figure 2, there is providedthe usual arrangement of graduating stem 38, and spring 39, whichperform their functions in the ordinary Way. At the left of the piston35, I provide a spring 40, bearing against the said piston, and tendingto hold it in the position shown in said Figure 2.

The slide valve 26 is provided with a graduating port 41, and an exhaustport or cavity 42, the port 41 being opened and closed by the shoulderor projection 43 upon the stem 44 of the piston 31, and the exhaustcavity 42 being adapted to register with the opening 27, when the partsare in the position shown, which is the release position when the brakeis being pneumatically actuated. At one end of the valve 26 there isanother cavity or V shaped opening 45, which serves as an application oradmission port to the brakecylinder from the reservoir when the slidevalve is being electrically operated.

As a means of moving the valve 26, when it is being electricallyoperated, there are provided a couple of cross bars 46 and 47, both ofwhich are fixed to or form a part of the stem 48 of theelectrically-controlled piston 35, and are adapted to strike against thevalve 26 at the points marked 49 and 50 in procuring reciprocation ofsaid valve in the operation of the brakes electrically.

The movements of the valve 26 obtained pneumatically, are procuredthrough the bearing of the projection 43 against the same on one end andthe projection 51 upon the other.

On examination of Figure 2, it will be observed that the distancebetween the cross pieces 46 and 47 is considerably in excess of thelength of the valve, and that when the valve is in the position shownthere is a space between the cross piece 47 and the adjacent point 50 ofthe slide valve, which is more than equal to the amount of movement ofthe slide valve necessary to close the port to the cylinder marked 27,and cut off the exhaust from the cylinder to the atmosphere. By means ofthe proportioning of the distances between the said cross piecesreferred to, it is possible to operate the valve 26 either electricallyor pneumatically, as the engineer may determine, and in amanner whichwill be described shortly.

The electro-magnet devices which I employ are shown in detail in Figures6 and 7, wherein 52 represents the magnet coil of the applivided with avalve 60, adapted to close an escape or exhaust passage 61' uponmovement upward, and another valve 62, adapted to close an opening 63 onmovement downward, the opening 63 leading around through the pipe 34 tothe chamber on the outer face of the piston 35. Thus the device 57 is inreality a combination of two alternately acting valves mounted on acommon stem and receiving motion from a common magnet, and this valvedevice controls the flow of air after it passes the piston 31, andbefore it reaches the piston 35, and also the escape of the pressure tothe atmosphere from the outer end of the piston 35, when the brakes arebeing applied.

By this mechanism it is rendered possible to set the brakes electricallywithout the necessity of venting from the electric train pipe, but onlyfrom that chamber which is on the outside of the piston 35. In otherwords, by my improvement electric applications of the brakes are made bya single circuit which operate to vent train pipe air from those partsof the pipe only which are next the piston 35 and are by the action ofthe valve 62 out off from the main portion of the pipe.

The port controlled by the release valve 58 is an exhaust port 64,arranged to vent the brake-cylinder to the atmosphere when it is desiredto take off the brakes.

The operation of my invention is as follows:

The train pipe being supplied with air, the

same flows through the pipe 33, passes the valve 63 (because the latteris held in open position by means of the spring 65, the escape port 61being closed by the valve and feeds past the piston 35, through the feedgroove 36, charging the reservoir. In order to reach the reservoir, aswill be observed, it is necessary for the air to move both the piston 31and the piston 35 to the positions shown in Figure 2. Assuming thatthere is no current in the circuit wires,-in other words, that thehandle or controlling switch lever 22 is in the intermediate position24, the release valve 58 will be closed by its spring 58, and theapplication device 57 will be in the position shown in the severalviews.

If new it is desired to make an application of the brakes, it can bedone either electrically or pneumatically. To do it electrically, thelever 22 of the switch is moved to the contact 23, which sends a currentthrough the magnet 16, and by the action of the armature disk 54, pushesthe device 57 down, opening the escape passage61,'and closing theby-pass 63, thus cutting off the air in the main portion of the trainpipe from the chamber a at the outer end of the piston 35, andpermitting such air .as is in such chamber to escape to the atmospherepast the valve 60 through the port 61. As the air is thus exhausted fromsuch chamber, the piston 35 is moved by the auxiliary reservoir pressureat the right thereof to the limit of its travel, carrying with it thevalve 26, by means of the cross piece 46, to a position which will firstclose the exhaust valve cavity 42, which is that which releases the,

brake when pneumatically operated, and then open a passage for fluidpressure from the reservoir to the brake-cylinder past the slide valveby way of the V shaped cavity or recess 45, when reservoir pressure willflow into the cylinder until the two pressures equalize, or until thecurrent is taken 01f the application magnet 16, when the spring 65thereof will seat the valve 60 and open the valve 62, which will againadmit train pipe pressure to the chamber on the outside of the piston35, which, aided by the spring 40, will push back the piston 35 to theposition shown in Figure 2, which, it will now be observed, will, by thecross piece 47, push the slide valve back to a position to cut off thesupply of air to the brake-cylinder, but not sufiiciently far to openthe exhaust port to the at' mosphere through the cavity 42, to do whicha pneumatic operation of the distributing valve is required.

If a further application of the brake be desired, assuming that fullequalization has not taken place, it can be'obtained by again turningcurrent into the circuit wire 18, which will again actuate the twovalves 60 and 62, and again out off the main portion of the train pipeand grant the air in the chamber at the left of the piston 35, and causeanother movement of said piston, and a further application of ressurefrom the reservoir, to the brakecylinder. The numberof times that thelever 22 is moved to the contact point 23, and the length of time it isleft in such position, will therefore determine the amount of pressurewhich will be vented from the reservoir into the brake-cylinder.

To release the brake electrically the lever is now moved to the positionshown in Figure 1, when current from the battery will traverse the wire19, and actuate the release magnet 17, opening the release valve 58, andpermitting the pressure which has been admitted to the cylinder 14 toescape to the atmosphere through the port'64, which may be done eithercompletely or by degrees as desired. After the brake is fully released,the lever 22 can be returned to neutral position 24, when the valve 58will be closed by its spring and the IOO ITO

brake will remain released until it is again applied either by thepneumatic or electric means.

From the above it will be obvious that to apply the brake electricallyit is not necessary to disturb the controlling mechanism of thepneumatic apparatus at all; all that is necessary being to properlymanipulate the switch lever 22, leaving the pipe 12 charged, when theaction of the electrically operated mechanism automatically closes theexhaust port of the pneumatically operated distributing valve asdescribed, and permits all the usual functions of the brake to beperformed electrically without any interference or assistance from thepneumatic controlling devices.

It will also be obvious that while the brake is applied, the applicationhaving been made electrically, the piston 35 will stand in a positionsuch that the feed" groove 36 will be uncovered, still without releasingthe brakes, by reason of the play of the cross piece 17 allowing slightmovement of the piston without moving the slide valve; and if it bedesired to increase the charge of pressure in the auxiliary reservoir itcan be done to any extent desired at the will of the engineer, by simplyallowingmore pressure to feed through into the pipe 12 and past thecharging groove 36, the fact that the charging operation is subject tothe control of both pistons making it possible to do this withoutintroducing any detrimental effect on the action of the brake whenpneumatically operated.

In order to apply the brake pneumatically, the engineer makes areduction in the pressure in the train pipe 12, as is usual in themanipulation of fluid pressure brakes of this kind, and such reductioncauses a movement to the right of the piston 31 (see Figure 2) and acorresponding movement of the valve 26 by the projections 51, at whichtime the opening 32 is closed by the piston 31, the exhaust cavity 42 isclosed, and the graduation port 11 is brought opposite the opening tothe brake-cylinder, when the reservoir pressure flows into thebrake-cylinder until it has reduced to a point slightlybelow thatremaining in the train pipe when the train pipe pressure will slightlymove the piston in a lefthand direction, suflicient to close the opening11, by the projection 13, and cut off the flow of reservoir air to thebrake-cylinder. The resistance to further movement caused by thefriction of the slide valve 26 will then stop the piston, and hold thebrake applied with the amount of force that has been permitted to enterthe cylinder at that time.

To release the brake pneumatically the pressure is restored or increasedin the train pipe 12, and this, through the piston 31, pushes the slidevalve back to the position shown in Figure 2, where the cavity 12establishes communication from the brake-cylinder conncction to theexhaust port, and allows the cylinder pressure to escape to theatmosphere.

Thus in pneumatic application and release, the brake operates exactlylike the automatic brake well known in this art, and all that isnecessary to make it a pneumatic brake, after it has been usedelectrically, is to make a reduction and restoration of train pipepressure which brings the slide valve under control of the pneumaticallyactuated piston 31, and into a position in which it is not interferedwith in any wise by the electrically operative piston 35, as will beevident from an examination of the drawings, particularly Figure 2.

"Conversely, to change the device from a pneumatic brake to anelectrically actuated brake, all that is necessary is to close the electric application circuit which brings the slide valve 26 to a positionin which it is subject to control by the electrically operated piston35, and will perform the functions already described, by the manipulatin of the electrical devices as set forth.

This ready adaptability or convertibility of the device from an electricto a pneumatic contrivance and vice versa is secured in the specificembodiment shown through the arrangement whereby the same slide valve isconstructed and arranged to be operated either by the pneumaticallyoperated piston or by the electrically operated piston, and the slidevalve is provided with a range of movement upon its seat, controllingthe ports therein, which is greater in its total amount than themovement of either of the said pistons. The capacity which thismechanism thus possesses, of permitting a release of the brakes bypneumatic means alone after it has been operated electrically is ofgreat value as a provision against delay of the train or other troublewhich might otherwise be encountered in case the electric devices fromsome defective condition should fail to properly release all the brakes.

It is also to be observed that by this peculiar arrangement of singleslide valve and two operating pistons which I employ, with the lostmotion between the stem devices and the said valve, it is possible toactuate the valve mechanism by train pipe and reservoir pressure, actingin alternation, so that great certainty and promptness of applicationare insured. Thus not only have 1, by my present invention, provided adevice capable of performing all the requisite functions of a successfulbrake, by means either electric or pneumatic, each independently of theother, but I have also accomplished this by a device which has greatsimplicity, in that it has but a single slide valve, subject to controlin both ways.

In Figures 9, 10 and 11, I have shown a modilication of my invention foruse in conjunction with two train pipes, the second train pipe 67,being'arranged to receive theexhaust TIO IIS

from the various controlling valves throughout the train, and carry theexhaust air from the brake-cylinder back to the locomotive, where it maybe controlled by any suitable cock within reach of the engineers hand.WVhen this arrangement is employed, there is not required the sameamount of lost motion between the two cross pieces 46 and 47, attachedto the electrically operated piston 35 as is shown in Figure 2 and theslide valve, but they may be made as I have shown them in Figures 9 and10, which are sectional views of a device in all respects essentiallylike the device shown in the other figures of the drawings, save as tothis one particular, that is, the distance between the said crosspieces. 7

By this arrangement the brake, when it is released electrically, isoperated so that with the piston standing in the position shown inFigure 9, the slide valve will also be in the position shown in suchfigure, in which the communication from the brake-cylinder to theexhaust passage will be open, and the air free to flow back through thepipe 67 to the locomotive, where it may be controlled directly by theengineer, and permitted to escape as he may desire. This arrangementwould be particularly applicable to short trains, and could be usedeither with or without the electric release device 17 as preferred.

While in many respects the specific embodiment of my invention which Ihave shown is that which I prefer, it is obvious that other specificembodiments of the generic improvement disclosed herein could be usedwithout departing from the spirit of my invention; thus, for example,while the accompanying drawings showthat type of an air-brake commonlyknown as the plain automatic, it is obvious that my improvements areequally applicable to the well-known quick action automatic brake.

Having thus described my invention, what I claim as new, and desire tosecure Letters Patent, is

1. In a fluid-pressure brake system employing a train pipe, an auxiliaryreservoir, and a brake-cylinder, a braking apparatus comprising thecombination with valve mechanism constructed to control the applicationand release of the brake, of a pneumatically-controlled piston,constructed to operate said valve mechanism, and an electricallycontrolled piston, normally balanced between train pipe and reservoirpressure, and constructed to independently operate said valve mechanism,substantially as described.

2. A braking apparatus (for use in a brake system employing a trainpipe, an auxiliary reservoir, and a brake-cylinder), comprising thecombination with Valve mechanism for controlling the admission ofpressure to and exhaust of pressure from said cylinder of apneumatically actuated piston for operating said valve mechanism, inboth application and release of the brakes, and a second piston normallybalanced between train pipe and reservoir pressure, and constructed tooperate said, valve mechanism and electrically actuated devices foroperating said second piston substantially as described.

3. In afiuid-pressure brake valve, the combination with a pneumaticallycontrolled piston, and an electrically controlled piston, of a slidevalve constructed to be operated by either of said pistons, and having arange of movement greater than that of either of said pistons,substantially as described.

4. A valvular device for fluid pressure brakes comprising thecombination with a pneumatically-controlled piston, and an elec*trically-controlled piston, of a valve constructed to be operated byeither of said pistons without movement of the other, substantially asdescribed.

5. In a fluid-pressure brake system employing a train pipe, an auxiliaryreservoir, and a brake-cylinder, a valvular device comprising apneumatically controlled piston, a second piston subject to electricalcontrol, a chamber between said pistons containing air pressure fromsaid auxiliary reservoir, and a valve in said chamber constructed to beactuated by either of said pistons independently of the other,substantially as described.

6. In a brake apparatus, the combination with a train pipe, an auxiliaryreservoir, and a brake-cylinder,of a valvular device comprising acasing, two separate pistons therein, a chamber between said pistons thepressure whereof acts upon the inner faces of both of said pistons,valve mechanism in said chamber subject to actuation by either of saidpistonsindependently of the other, and means for procuring movement ofone of said pistons pneumatically and of the other electrically,substantially as described.

7. In a brake apparatus, the combination with a train pipe, an auxiliaryreservoir, and a brake-cylinder, of adistributing device comprising twopistons mounted in suit-able cylinders, valve mechanism subject toactuation by either of said pistons independently of the other, andmeans for procuring movement of one of said pistons pneumatically and ofthe other electrically, substantially as described.

8. A brake apparatus comprising a train pipe, an auxiliary reservoir, abrake-cylinder, a valve andpiston mechanism subject to pneumatic controlconstructed to operate the brake in both graduation and emergencyapplications and in release, a valve mechanism and second piston subjectto electrical control and constructed to independently operate the valvemechanism and apply the brake, and electrically operated valve mechanismfor releasing the brake, substantially as described.

9. In distributing devices for an air brake having a train pipe,auxiliary reservoir and brake-cylinder, the combination of a piston,

a chamber on one side thereof containing reservoir pressure, a chamberon the other side thereof containing train pipe pressure, a secondpiston, a chamber on one side thereof containing pressure admittedthrough a bypassage coming from the chamber on the train pipe sideof'the first-mentioned piston, and an electrically actuated devicecontrolling the flow of air through said by-passage and the exhaust ofair from the portion thereof which leads to the second piston,substantially as described.

10. In a fluid-pressure brake system employing a train pipe, anauxiliary reservoir, and a brakecylinder, a braking apparatus comprisingthe combination with a pneumatically-controlled piston, and valvemechanism constructed to be operated by said piston, for effecting theapplication and release of the brake, of an electrically-controlledvalve and piston governed thereby which operate said mechanismindependently for applying the brake and balanced between train pipe andreservoir pressure, substantially as described.

11. In a fluid-pressure brake system, employing a train pipe, anauxiliary reservoir, and a brake-cylinder, a brakingapparatus comprisingthe combination of a valve and piston casing, a pneumatically-controlledpiston operating in said casing between reservoir and train pipepressure, and a second piston exposed to reservoir pressure on one sideand to the pressure of a chamber upon the other side, said chamber beingsupplied from the train pipe, and provided with a vent port, subject tothe control of a magnetically-actu ated valve, and valve mechanism foreffecting the application and release of the brakes, op-

erated by said pistons, substantially as described.

12. The combination with an application valve for air brakes having atrain pipe, of a piston actuating said valve, a pressure chamber on oneside of said piston, a communicating passage between said train pipe andsaid pressure chamber, an exhaust opening for venting said chamber, andvalve mechanism for opening and closing said passage and vent opening,and independent means for operating said valve mechanism electrically,substantially as described.

13/ An air brake apparatus comprising the combination with apneumatically-operativc distributing device, provided with an exhaustvalve,of electrically operated mechanism, provided with means whereby inelectric application of the brakes said exhaust valve is closed, andmeans whereby said exhaust valve may be again opened by operation of thepneumatic devices alone, substantially as described.

14. In fluid brake operating mechanism, the combination with a valvedevice having two pistons and pipes leading indirectly from behind eachof said pistons to the valve chamber, of an electrically operated valveprovided with a double acting valve plug having oppositely disposedseats at the two ends, and adapted to open communication between the twopipes leading to said pistons, or to exhaust one or both of said pipes,substantially as described. J

JOHN WV ILLS CLOUD.

Witnesses:

PAUL SYNNES'IVEDT, H. H. VVESTINGI-IOUSE.

